Four-stroke petroleum-motor.



j No. 700,295.

Patented May 20,1902. A. BERTHEAU. FOUR STRKE P'ETRLEUM MOTDB.

(Application led Apr. 3. 1901.)

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(No Model.)

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r l O w v i l Patented may 20, |002.

No. 700,295. H. A. BERTHEAU. FOUR STRUKE PETBLEUM MOTOR. (Application'led Apr. 3, 1:901.) l :que model.) 3 sheets-sheet 2.

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l No. 7uo295. Patented. may 2o, |902.

' H. A. BEnTHEAu. FU'R STROKE PETROLEUM MOTOR.y

v (Application lsd Apr. 8. 1901.) (No Model.) 3 Sheets-$heet f Y A -v a@ p46 l azz #iF/31 :45 1% UNITED STATES? PATENT Ormea. f.

HENRIK AUGUSTBERTHEAU, on STOCKHOLM, SWEDEN.

FOUR-STROKE PETROLEUM-MOTOR,

SPECIFICATION forming part df Lettere recent No. vodae; dated May 20,1902;` p

Application ined Apin 3,1901. serial 110.54202. (No model.)

To all whom, it may concern.-

Be it known that/I, HENRIK AUGUST BER- vTHEAU, a subject of. the KingI of Sweden and Norway, residing at Stockholm, Sweden, have.

invented certain new and useful Improvements in Four-Stroke Petroleum-Motors and'z l do hereby declare thefollowing toube a full,

clear, and exact description of the invention,

such as will enableothers Vskilled in'the art to which it appertains Vto make and use the same, reference being had to theaccompanying drawings, yand to'iigures'- of reference' lmarked thereon, which form appart of this;

specification. l Y vThis invention relates gtofimproveinents in petroleum-engines, and especially to starting and reversing mechanism and means for, changing speed, andha'sfor its object to-,pro-i'- vide means for stopping and startingvexplo'- sive-engines that use 'compressed'V burned gases,` to start theengine on a two-stroke cycle by the aid of such compressed gases and then change to a four-stroke-c-ycle, simultaneously cutting oi the supply of compressed `burned gas and admitting 'an explosive mixture, to operate the engine either direct or reverse on either two or four stroke cycle and` Vcontrol it by a single -shiftable cam-sleeve. v Means are also provided to control the'rapid:V

ity of combustion of the explosive mixture, as

will be particularlypointed out in the followinvention is applied, Figure 1 isa side eleva-v tion, a part being in section, taken on -line ing description. l

Referring to the drawings, in which like parts are .sirnilarlydesignated, and in which is shown a single-cylinder engine to which the A B, Fig. 3; Fig. 2, a partial horizontal longitudinal section Fig. 3, an end View, partlyv in section; Fig. 4, a section on the line C D' the usualspace 5a forthe circulation of a cooling liquid. Th'encylin'der-head, prefer- .s

ably formed hollow, as at 6, lforthe reception the valves thatcontrol thennjand. the vapoi 'offa cooling liquid, contains the several ports,

rizer.- Thisvaporizer-(shown in Figs. 1,-2, and

4in section) comprises abod'y po1tion:9,pro,`

vided with a'tortuous lchannel and containfing a spring-loaded hot -iair-inlet .valve 23, whiclrattheSametime-controls the inlet 22 from the hydrocarbon-reservoir. 1 (Not shown.)

hen the valve 23 is openedbysuction cre- Vated. by the" piston, hot air and yliquid `hydro- `car bon 'are simultaneously drawn in, and the Vapor generated from contact with vthe hotv 'sides 'of the vaporizer 9 will 'pass through the Vp'assages24,`24, 24, and. 24 to fthe springgheldi'nlet-.valve 20, where itv enters the annular chamber 27 to be mixed with the air encarbon lenters through openings 25 in the outerwall-of the l'chimney 2S, passes through the, tortuous passage 26, formed in the annutering through the `openings 21 above valve 20. The hot air-that mixes with the liquid hydrolar space between the inner and outer wall 1 of the chimney by meansrof semicircular .flanges 26, formed on the inner wall ofgthe chimney, and then goes through the'passage 28 to the Valve 23.

The vaporizer is heated bya suitable lampk placed below it and which also heats the 'igniter-tube 29, that entersthe inlet-passageS just below the inlet-valve 20. Means areprovided for additionally loading the inlet-valve 2O byin'creasing the tension ofitslloadingspring 44 to decrease the tiin'e that it remains open, and this consistsot' av bent-lever 45, pivoted at 45n,fone end of' whichtakesunder .the spring 44, and the other 'endis engaged by a reci-procable collar 4 6 and is .independent of the cam-shaft. 'Themeans-for.operating this collar will be descriloef'llater.V AirV is drawn in through the passages: 21 in itheinlet-valve casing and meets-.the hydrocarbon vapor from the vaporizer andis Wellmixedwn entering the cylinder; `During normal running means are provided for storing a portion ofthe products ofcombustion in'a suitable reservoir 13'.f The force of the explosion willfbe communi-- cated through the passage 10, Fig. 6, to open the spring -held valve 12, located between said passage 10 and one, 13, through the cyl- IOO inder-head, that leads to the reservoir 13, where the gases are stored under pressure to be used for starting the engine.

The regulation and proper control of the several valves is done by a cam-sleeve 15, shiftable axially on a shaft 14, journaled in suitable brackets 14 and driven by chain 0r belt wheel 1G, which is itself driven at halfspeedfroin the crank-shaft4 by means of the wheel 17 and a sprocket-chain or a belt 1 3.

The cam-sleeve l5 is provided with sets of cams (indicated as I, Il, III, lV, and V) and is connected at one end to a shifting arm y34, forming part of a rack 34, shiftable in adirection parallel to the axis of the cam-sleeve. To effect the shifting of the rack 34, there is geared with it a sector rack or pinion 35, secured to the hollow shaft 3G of the controlling device. This shaft 3G has secured to it a suitable head38, in which is pivoted at 43 a hand-lever 37. This hand-lever has pivotcd to it intermediate its ends at 37 one end of a link 47, whose other end is pivoted to one end of the sleeve 47, slidable in the hollow shaft 3G, said shaft being provided with' 3f), adapted to take into notches on a sectorA or plate 42, secured to or forming part of the head 41 of the regulating device. Near the free end of the spring 40 is secured a fingergrip pawl 48, secured to the hand-lever 37. The described arrangement permits the lever 37 to be` positioned along the rack 4S, thereby moving the sleeve 47 and its connected collar 4G to depress the end of the lever 45, Whose nose takes under the spring 44 on the inlet-valve to increase the tension of thisV spring.

By depressing the hand-lever 37 without releasing the pawl 48 from the rack 4Sn the spring 40 is bent downward sufficiently to disengage the tooth 39 from the sector to permit the rotation of the shaft 36 and the pinion 35, secured to the lower end of it, to shift the cam-roller 15 on the axle 14. The described arrangement permits the hand-lever to be moved around avertical axis and to be moved vertically around a horizontal axis.

The starting and control of the engine are effected by suitably positioning the camsleeve 15 to Operate the exhaust and thepressure-gas valve or only the former.

The cam I is that which when positioned under the roller 31CL on the lever 31, that opens the exhaust-valve, will hold the valve open, the piston being subjected to atmospheric pressure during its travel, and thus Home prevented from drawing in a charge. The engine will consequently be stopped. To the side of this cain are two others, Hand III, the cams that open the exhaust-valve at every fourth stroke for direct and reverse running with a four-stroke cycle, and to the side oi' these cams are those, 1V and V, to open the pressure-gas valve 12 and the exhaust-valve at every other stroke for direct or reverse running-that is, at every revolution of the motor-whereby the motor is run on twostroke cycle.

It will be observed that the throw'oi:` the two-stroke-cycle cams IV and V is larger than that of the four-stroke-cycle cams ll and Ill, and the object of this is for the latter earns to be ont of. range of the roller 331L on the lever 33, that opens the pressure-gas valve 12, so that the exhaust-valve only will be operated, the ends of the levers 33 and 31 being in the saine plane. Consequently the exhaust-valve will be depressed more than is absolutely necessary when the engine is working on a two-stroke cycle by the difference between the throw of the earns for two and four stroke cycle. 'i

The operation is as follows: Supposing the storage-reservoir 13 to be full ot' gas, the hand-lever 37 is depressed to bring the pawl 39 out of its notch and then swunghorizontally to the starting position indicated on the plate 42to1nove either the cam IV or V into position to contact with the rollers 31 and 33, This plate has only three notches corresponding to the position of rest and of direct and reverse running on four-stroke cycle. The position for starting is only indicated, as the two-stroke cycle is only necessary for a few revolutions to enable the fly-Wheel to attain sulticient inertia, to draw in the charge. After these few strokes the lever is revolved to snap the pawl 3f) into one ot' the notches indicating direct or reverse running. At starting the piston is supposed to be at about half-stroke and pressure-gas is admitted through valve 12 and passage 10 to move the piston 2, and when this has about reached the end of its stroke the pressure-gas valve is closed and the exhaust-valve 30 is opened to allow the piston toexpel the expanded gas. rlhe piston then returns, the exhaust-valve is closed, and the pressure-gas valve again open ed until the engine has made a few revolutions, when the hand-lever is rotated to snap the paWl into a fonr-stroke-cycle notch, the sleeve 15 being correspondingly and simultaneously shifted. The pressure gas valve is thus idle, because the cam operating the exhaust-valve has not enough throw to reach the roller on the end of the lever 33, that actuates this valve. The cams II and III being suitably positioned, the motion of the piston 2 from left to right, Fig. l, will create a vacuum su'ticient to open the valve 2O and the suction of which will be communicatcd through the vaporizer to the valve 23 IOO IIO

to open it to admit a new chargef of liquid hydrocarbon and a small amountof air through the passage'28, that has been previously heated in the annular space 26 ot the chimney 28. The charge beingdrawn in on one stroke, compression will take-place on the next and ignition and explosion on the third,

the motor, the hand-lever 37 is positioned onV the rack 48 to move the collar 46 to increase the tension of the coil-spring 44 on the inletvalve. This retards the opening of this valve,

and consequently thel quantity of gas mixture is reduced. When the speedof the engine is reduced, it is of course necessary to retard thef ignition of the charge correspondingly,"so

that there willbe no counter-pressure on the piston. This retardation can be partially accomplish'edby reducing the volume of explosive mixture admitted; but the amount of're-A tardation is not suficient and it is necessary to produce an additional retardatiomand'this' is accomplished by increasing `the quantity of hydrocarbon to makea gas mixture richer in hydrocarbon Simultaneous with the change of volume.v This result is automaticallya'ccomplished by'simply increasing the tensionf. of the inlet-valve-spring. r'This willcause a greater proportional quantity of hydrocarbon to `bedrawn Aintothe cylinder, as the tension ot' the spring on the val-ve 23, controlling the inlet of liquid hydrocarbon, is not varied.:

The reason of this-is that the 4entering air at valve 23 has an injectoreffect on the hydrocarbon admitted through 22. Throttling the inlet-valve will'deerease the extent of opening of said'valve and likewise decrease the lift of'valve 23.` A decrease of the lift of this valve 23 willcause a smaller Volume of air of annular shape to draw inthe hydrocarbon; butwhen the lift'ot' this valve 23 is greater the thickness of the annulus of airadmitted is also greater and its speed `is less. Therefore there is a greater quantity of air having less injecting force acting to draw in the hydrocarbon.

Having thus-described myinvention, what f I claim as new therein, and desire to secure by Letters Patent, is-

7l. In ahyd rocarbon-motor, in combination,l inlet'and exhaust valves, a device to control each of said valves,'axially-shiftable cams to operate said devices and means to retard the action of the inlet-valve, to automatically increase the quantity of hydrocarbon yapor to form an explosive mixture rieherin hydrocar- A bon, substantially as described. t

2. In a'hydrocarbon-motonfin combination,l i 710g each of said`valves,faxially-shiftable cams to operate said devices,-meansto simultaneously' j 'f` admit air and hydrocarbon, -and means lto'* v throttle the inlet-valve and therebyautomati' y 75 f inlet and exhaust valves;- a device Vto control ieally control the means forthe admission of air and hydrocarbon, substantiallyas dye-,i .y

scribed.

3. In a hydrocarbon-motor, Iin combination',v

inlet and exhaust valves, afleve'r actingonv v each valve,axially-shiftable cams opferatingq said levers and means to shift the cams, afvaporizer external tothe engine and -comr'nu'ni` eating vwith the inlet-Valve, `means operated?- from the cam-shifting means toadditionally V Y :85,

load the inlet-valve and an auxiliaryyalveto admitbothair and hydrocarbonV to the vaporizer, automatieallyope'rated bythe degree of vacuum and controlled yby the 'inlet-valve to automatically proportion the air and hydrocarbon,substantially asl-described. *l f tion, inlet and exhaust valves; levers control- 4 390 v 4.? In a hydrocarbon-engine,1in*combina-- lingthem, a driven cam-shaft axially shift-v able, cams thereon shiftable under the-levers* controllingthe exhaustvalve, whereby said valve can be held open, opened at everyi other stroke and opened atevery` fourth stroke and" i means to vary thesload ori-the *inlet-Valve.

. 5. 'In aV hydrocarbon-engine, infcornbiu'ation,van' inlet and an exhaust-valve, anda valve controlling gasunder pressure,ilevers controlling them", a driven-cam-shaft axially.

-roo A 'shiftable, cams thereon to actuate the inlet,

exhaust-and pressure-gas'valyes, and ,handoperated means to additionally load the inlet-1 Valve andl shift .the cam-shaft' at will,l substantially as described.

6. InaV hydrocarbon-engine, in -combination, an air-inlet and an air-'exhaust valve, and kone controlling gas under pressure, avaporizer external ot' the engineand arranged to deliver combustible through the inlet-valve simultaneously with air, a valve in the vaporiz'ercontrollingl the" simultaneous inlet of hotair and liquid hydrocarbon andfoperated by-suction, a ldriven camu-shaft axially movable, means for varying theload on the inletvalve and for shiftingfthe'cam-shaft to cause the' engine .to operate on atwo orfour stroke cycle, or to maintain the exhaust-valve open, substantially as described.

17; In a hydrocarbon-engine, in combination, a spring-held air-inletlvalve-and al1-exhaust-Valve, and one controlling gas under pressure,'a vaporizer externallofl the engine andarranged to deliver combustible-through the inlet-valve simultaneously' withair, `a

valve in the vaporizer controlling the simultaneous inlet of hot air `and liquid hydrocar-' bon, andoperated by` suction, a driven camshaftaxially movable, a rack connected to'` said'shaft, a pinion in gear therewith, a hol- 1 low shaft', secured to the pinion, n hand-lever my invention I have signed my name in presmrnnged to rotatie the shaft', :L collar on the ence of two subscribing Witnesses. shaft operated by the hand-lever, and a lever pivoted to take lndei' said collar and addi- HENRIK AUGUST BERTHEAU 5 nionally load said valve when the 0011211' is del Titnessesz pressed, substantially as described. TH. VVAWRINSKY,

In testimony that I Claim che 'foregoing` :is K. KALLENBERG. 

